Internal combustion engine valve



1. GOOD.

INTERNAL COMBUSTiON ENGINE VIALVYIE. APPLICATION FILED FEB. 27, I922.

Reiss'ued J une 13, 1922. 1 5, 382.

3 SHEETSSHEET l- III IIII l] III I 1N VEIVTOR B ai /*3 Kara A TTU 1 [5X5 J. GOOD.

- INTERNAL comsusnom ENGINE VALVE.

APPLICATION FILED FEB.27,19Z2- I Reissued J une 13, 1922. 15,382,,

3 vKEYS-SHEET 2.

/N VEN TOR A BY 1. GOOD. INTERNAL COMBUSTION ENGINE VALVE.

APPLICA TION FILED FEB. 27, 1922.

15,382. 3 SHEETS-SHEET 3.

Reissued Jun 13, 1922.

m VENTUR jmww ATTO/(A'IEJS UNITED STA res PATENT OFFICE.

JOHN GOOD, or GARDEN (11w, EW YORK, AssIGNoa 'ro GOOD INVENTIONS (10., or

BROOKLYN, NEW YORK, A CORPORATION or NEW YORK.

INTERNAL-COMBUSTION-ElgGINE ITALV E.

Specification of R'eissued Letters Patent. Reis ued J 13 1922 Original No. 1,230,291, dated June 19, 1917, Serial No: 74,553, filed January 27, '1916. Application for reissue filed February 27,

i T all whomit mt comer n:

Be it known that I, JOHN G001), a citizen of the United States,.-residin in Garden City, county of Nassau, and tate of New York, have invented the following described Improvements in Internal-Combustion-Engine Valves.

The invention consists in a special relation of valve member and valve casing. for internal combustion engines and provides a- .valveof simple and durable form, capable of service for the full life of the engine on which used, and with a maximum of mechanical and thermal efliciency and without requiring any particular attention to maintain it in such condition. The invention eliminates objections inherent in the ordinary puppet valve and slide and sleeve Valves and also overcomes the'principal obstacles tothe. successful and practical operation of rotary engine-valves in general. The puppet valve, although in universal use in combu s-'- tion engines, falls shortof perfection for such purpose. Its necessary reciprocating motion gives rise to numerous, familiar troubles, particularly in large sizes or ,even

. in small size when operated at high speeds, and its dependence on cams and springs gives rise toffurther troubles requiring care and attention. The fact that it is exposed to flame temperatures and is not readily cooled, especially the exhaust, renders it subject to warping as the result of heat and to erosion by the hot gases and to early leakage from these causes, requiring further attention and cost. Puppet valves for exhaust open against thepressure in the engine and consequently they consume energy in excess of that required merely to accomplish their 49 reciprocation, and the high temperatures not only deteriorate the metal of which they are made but also promote premature ignition of the fuel charge. All these deficiencies and others including vibration due to high 4 speed reciprocation in automobile, aero and boat engines, and rapid seat wear in Diesel engines, especially when large,'due to hlgh pressures and large-disk areas, are familiar to the art'and need not be further explained. 50 The reciprocating sleeve valve engine, of

recentdevelopment, has succeeded in eliminating many of the objections to the puppet and may be fairly regarded as the only 1922. Serial No. 539,776.

actual .improvement thereon, but it is complicated in its timing means, r and increases rather than avoids the difliculties of balance due to reciprocation, and' it is not at all adapted to large cylinders. It is-also heavy and very expensive to make and maintain in condition, and it is quite dependent upon besides havingthe special further objection that carbonized lubricant builds up in the valve port and clogs the passage. The same criticisms a ply also toother sliding type valves, whet er of the sleeve or piston form, andare Well known to gas engine engineers. While rotary valves, of the various types so far proposed, naturally eliminate the dif- 'ficulties due solely to reciprocating motion,

it is a fact that they all involve other'objectlohs of even greater consequence, the princi pal objection being early leakage as the result of wear, and not to be avoided by usual means or remedied in any practicable manner once it has occured. Consequently, rotar valves in all the forms so far ropose though theoretically perfect in t eir initial condition and operation, do not last the life of the rest-of the engine and are very soon useless to retain compression. The

principal reason for such rapid decline of efiiciency is the severity of the temperatures involved in the engine process and the inability of the rotary member of the valve to get rid of heat fast enough, and which in consequence, causes excessive thermal KQX- pansion and warping, destruction of lubrication and the fit of the valve on its seat,

and these, in turn, result in immediate scoring and deterioration of both member and seat so that they no longer constitute a portsealing agent. It will be appreciated of course that the effect of such high temperatures on the lubrication is first to reduce its viscosity permitting it to escape, and second, to burn'up any residue. Lubrication of the rotary member is a primary factor in guarding against excessive temperature because the film of oil between the moving and stationary seat-surfaces has the effect of virtually uniting them and providing what practically, amounts to a continuouslyv solid metallic heat-conducting path from the rotary member through the stationary seat to the.

exterior 'air or water jacket. Metal is the special and elaborate lubricating facilities,

i part of the rotary member so fast that the temperature rises very little and thereby,-th e said part .which is exposed to the flame is best conductor f heat, and the oil film, though thin, bridges the gap or crevice be tween the sliding metal surfaces without itself interposing any appreciable obstruction,

but if it be interrupted, the Sliding surfaces then become separated by a thin film of gas,

-which, on the contrary, is a most effective barrier to heat conduction and holds, the

heat-back in the rotary member instead of discharging it to the water-cooled seat, and theexcessive temperature referred to then immediately follows. The integrity of the oil film is thus the essential condition of its own existence and of the useful life ofthe valve, but none of the rotary valves of the prior art have possessed the ability to main tain satisfactory oil films on their seats, even though there have been many attempts to means, and certainly no rotaryfvalved en accomplish that result by systems of internally cooling the rotarycmember and other ginehas yet appeared in which the valve could equal the life of the other engine parts. And even where the film has been established 25 andmaintained for a period, the valve has had the objectionof clogging of its ports by accretions of" hard carbonized lubricant therein, this being a serious objection quite independent of whether the temperature of the valve is maintained low or high. a

The present invention is a rotary valve but eliminates the foregoing and other objections peculiar to that class by dividing 'the functions of the valve structure so that the .parts which seal the port serve that function only and have no fnnction of sustaining wear or preserving heat-transferring contact, and the seating parts which support the rotary valve member'andare subject to 40 ywear, provide such contact, for escape of heat, but have no port-sealing function whatever. The surfaces of the port-sealing parts are in very close, but not in actual rubbing conta'ctwith each other, and are not pressed tional wear and may thus run dry without lubrication, their port sealing action being obtained by the resistance to. flow offered by such narrow crevice promoted by the relasurface on .the rotary member and a ournal .seat on the valve casing maintain the said dry-running surfaces in their intended non-' frictional relation and these seating surfaces are so related thatthe effect of. wear thereon does notdisturb. or affect .the port-sealing function and they are lubricated and of sufficient area of film-connected surface to conduct .heat away from the dry-running kept at allltimes at a. safely low temperature and is therefore free from all the consequences of excessive temperature, and moreover, because 1t is not pressed to the casing or lubricated, its port passages can provide a large metallic cross-section and the oil film, which forms the heat-transferring connection from it to the cooled seat is kept intact by one-.01 all of the several effective means for that purpose, that is to say, first by distributing the pressure sym metrically with reference to the axis of rotation so that wear will be substantially uniform, second, by relieving or partially balancing such pressure to reduce the sym-v metrical wear to a minimum,v and also, and preferably, by tapercurving the seat surface, as described below, to bring about a special relation of pressure and surface velocity which is most conducive to the per- To provide the adequate heat manent film-form condition in the presence of heat. These means accomplish thepermanent cooling of the entire mass of metal of the rotary member, and a constant, proper lubrication, and hence establish a permanent condition of 'efliciency notwithstanding wear, all as hereinbelow fully exthe internal combustion engine cylinder and;

valve gearing.- V V Figure 2 a section oil the rotary valve member crosswlsepf its caslng;

Figure 3a transverse cross section through 1 the ports in Figs. 1 and 2; together, so, that they are not SIlbjBCt to fric- Figure '4 a detail of the floating drive; Figure form of valve serving both inlet and-ex haust ports; g j Figure 6 a cross-section of Fig. 5 at the level of .the engine port; I

Figure 7 a section on line VII-VII of Fig. 6; d Figure 8 a cross-section of Fig. 5, through the lower manifold connection;

Figure 9 is an axial section, with valve member in elevation, ofa further'form serving both inlet and exhaust;

0' is an axial section of a modified i Figure 10 a section thereof on line of Fig. 9; i Figure-11 asection on line XL-XI of Fig-10;

modification, and a Figure 13 a still further-modification. In the several figures of the drawings, the

Figure 12 is an axial sectionof a further 'i new valve is shown applied to a conventional axis vertical, which are also matters of optional design. The upper ported part of the valve casing as shown.in Figs. 13, is its port-sealing part and is marked 1, and its lower end is its seating part, by which it supports and alines the port-sealing part, and is marked 2. The ported part 1 is a cylindrical walled cavity provided with port openings 3 and 4 on opposite s'idesof its central axis which are connected with an opening into the combustion space of the engine, the port 3 being directly in line with such opening, and the port 4 being connected therewith through two semi-circular passages 5 formed in the casing. The lower or seating part 2 of the casing is formed by an axially-tapered wall of circular crosssection which is surrounded'by the cooling ,Inedium represented in the drawing as a" conventional water-jacket 'space 6, which may surround the upper part of the casing' to remove the heat .from the latter also, and inasmuch as the two walls 5 which form the passages 5 are subject to the hot gases on both sides they are made relatively thick and curved at top and base asindicated, so that the heat therein may freely escape to the metal walls above and below themwhich arein contact with the cooling medium as just stated. The chamber of the valve casing opens upwardly into themanifold 7 which is disposed above the valve in -the present case, alocation determined solely bythe arrangement of ports in the particular valve,

taken for illustration, as will presently be apparent. I 4

The active or rotary member of the valve is inserted endwise in the'ca'sing through the manifold opening in this form, and is constitutd by a lower seating part 8,-herein referred to as its journal and an upper, ported, and port-sealingpart 9 The seating or journal part is axially tapered to seat upon the axially-tapered seat 2 of the casing, forming a self-alining bearing therewith which holds the port-sealing part 9 concentrically to the corresponding part 1 of the casing and in position'where its port pas sages may alternately register with the fixed ports 3 and 4 as the valve-member-rotates and thereby open and close the passage from the engine cylinder to the manifold. Both ported parts are circular in cross-section and preferably cylindrical and their proximate parallel surfaces are separated by afine crevice devoid ,of oil or lubricant and so narrow as to constitute'in the dry state an efficient seal for the valve whenever the ports are'not in register. For this purpose it is practicable to make the ported part 9 about .004 inch less in diameter than the internal diameter of the casingand'it is preferable to roughen both opposing surfaces so that a hard deposit of carbon will form and adhere thereto, stillfurther narrowing the crevice. The roughened surface of the valve member in Fig. 2 is preferably-formed by cuttinga fine, slow-pitch screw thread in its surface, but .the same result can also be obtained by knurling it, or the very fine nonleaking crevice can be obtained in the first instance by accurate grinding. The extent to which a crevice oforiginally say .002 inch thickness is narrowed by the deposit of carbon on the roughened or threaded surfaceor surfaces, isdifiicult to state, as it is not easily measured, but the surfaces are thus brought very .close together and may be regarded as in imperfect or pressureless con tact, in which relation no friction or frictionalheat is developed by their relative movement evenat very high speeds. This special relation of the port-sealing surfaces can be preserved in actual'service only by an adequately rigid and accurately supporting seat for the rotary member, and such a seat is provided by the axially-tapered surfaces of the parts 2 and 8. hese parts are accurately fitted to each other and the valve is so related to the engine that such seating pressure as is exerted thereon is principally and preferably exactly in the direc tion of its axis, so that wear is thus symmetrical and any dis placement of the rotary member occurring from, wear can take place only in that direction, that is to say, in the direction of the parallel sealing surfaces of the valve, such displacement being thus without effect upon the ability ofthe valve,-

the weight ofthe valve member itself or by such weight-plus the pull of a light seating spring presently referred to, or in cases where the valve is not desired to' occupy a vertical position, it may be ,seatedby 'the spring alone or by equivalent moderate seat.- ing pressure from any source.

Inasmuch as the valve -seatingpressure has no function in sealing the valve against escape of interior gas pressure, as in other valves, it is not necessary for the seating spring to exert greater pressure than necessary to retain the valve in position under such counter-force as might be represented by the suction of the engine ora possible thrust of the drive gear, and it is therefore entirely practicable and preferable todesign the valve, according to methods well can escape very readily,

known to the art, so that the engine pres- .zes, even though balanced, be'not fully exerted against the lubricated seat.

The seating surfaces are lubricated by oil from the oiling pipe 10 connected to a drip-cup, not shown, and the oil. film between constitutes an effective heat-conducting junction, as already explained. The dry running upper part 9 of the valve member has no path for discharging the heat it receives from the flame, to the adjacent waterjacketed wall 1 of the casing, on account of the intervening film of gas, and it wouid therefore attain an excessive and serious temperature if it were notthat such heat through its base 8, as above explained. This base is therefore, and preferably, made ofsolid metal, being structurally integral with the upper part and it is also relatively large, so that it not only thereby contributes to the rigidity with which the memberis held in alinementbut also provides an extended area for oil-film contact with the cooled journal seat 2. The

heat in the ported part of the valvemember thus finds a flow path of ample metallic cross-section direct to the large area. of oil film 'and through the latter to the waterjacket. Inthe form of Figs. 1 to 3', the upper ported part is hollowed out to form the port passage. and the ported walls are to. give a progressively in-- tapered so as creasing metallic cross-section at all points from the extreme rim 8, thereby providing a uniform temperature gradient from one end of the valve to the other which assures uniform. and symmetri calthermal expansion of the 'alv memberand avoids impairment of either'tlie sealing or seating functions which might otherwise result from uneventemperature or localized hot spots.

i The symmetrical disposal of the seating junction surfaces with respect to the axis. of rotation and the relatively light seating pressurethereon as already explained conduce to ward the'maintenance ofthe oil-film heat when the-valve is in action. The oil may also be supplied-under pressureto assist further in its maintenance, but this invention prefers to. assure the integrity of the oil filmby a simple means consisting in taper-curving the said surfaces. This is accomplished by shaping the said surfaces according to the surface of revolutionof the mathematical curve'known as the equitan gential tractri-x, with the axis of the valve coinciding 'with the axis of said surface.

trate such-aformation. Its adaptability'to ,the purposes in hand is due-to the fact that at the lower or-narrower part of the seat where the surface velocity is slower, the

y pressure of the valve member on its seat is greater "than that at-y-the larger diameter,

ascertained, the effect is to the journal or basethrough the housing The drawings are intended to .illus--.-

where the surface velocity is greater, the pressure is lower, and thereby, as I have to distribute the oil film with such uniformity as positively to prohibit its breaking downso long as enough oil ispresent to cover the surface. Introduction of oil at the narrower and lower end, as indicated in the drawings, is suitable and a drip feed into the oil supply pipe normally supplies a. sufficient quantity of oil, although a forced oil feed may be used as stated, in which case the oil itself might. also carry away some of the heat. The thermal expansionof valve memhers seated upon equi-tangential tractrix seats as above described, does not in any way. tend to impair or alter the oil film, nordo'es such wear as may take place tend to effect any change in alinement, and in any event and because of the effective cooling sion of the said valve is not large, and

does not differ materially from that of the casing. 4 j 1 The rotary valve member is preferably driven by a driving connection that imparts no appreciable lateral pressure to it, such as "might tend to sidevvise wear and lateral displacement or disalinement of 'the dry running surfaces. carefully journaled or a: relativelyslender and hence elastic valve' shaft may serve, this purpose,

the invention prefers the so-calledfloating drive. of which several forms are available. The one shown in Fig. 1 comprises an inter mediate'floating disk 11., shown=in Fig. 4, provided with opposite slots 12 engaged with downwardly projecting lugs 13 on the 'collar 14.- pinned to the valve stem, and also. with another pair of slots 15 disposed at to the slots 12 and engaged by right angles projections 16 on the collar 17 the upward pinned to the valve shaft 18. By such connection the .valye shaft 18 can be considerimpartin'g lateral between the head of the 7 housing 19 of that mechanism, as shown at2'0. z'The spring, acting ulls the valve in substantially the direction of its axis. The

housing isconnected by bayonet slotsiwith' the collar:14 so that it is removable.

The valve shaft the bed structure by skew gears '22 from the valve shaft 23, the latter being of course understood to be proper phase with the valve,

j but for sure avoidance of dlsalinement from this cause,

ably outof line with the valve axis without stress to the latter, as will be evident." The seating spring above alluded to, is applied'to the floating drive, being interposed collar 17 and the 18 is shown journaled in 21 of the engine and'driven' 1 25 driven by the engine crank-shaft and in so that the.

engine cylinder is connected with the mani fold at appropriate times.

i As a further example of the manner of V.

8 action above explained the thermal expantioli', Figs. 5,

embodiment of the principle of the invenadapted to serve both the inletand exhaust ports of theengine, efliciently accomplished by reason of the moderate temperature at.all times maintainbd in the valve structure, and which is .not satisfactorily accomplished by those ,other proposed forms of rotary valves subject to excessive temperature, because of the excessive warming and expansion of the infiowing charge effected thereby, and uneven temperature in the valve itself. In this form,

on' the contrary, as also in the doublepurposea'valves of Figs. 9-11 hereinafter described, it is obvious thatthe incoming air, while not .unduly warmed and expanded, as-

sists in the removal of heat from the dryrunning part-of the valve by direct contact therewith. In these figures the valve casing is formed o'fport sealing and seat-ingwalls marked Q lqand 25, respectively, 'both of which are water-j acketed as before, and the part 24: is provided with fixed ports 26 connected with the engine cylinder and disposed diametrically opposite to each other so as nal seat 25 and the meeting surfaces are tatrixcurve above referred to. The'upper port-sealing part of the valvemember marked 28 runs dry and'in imperfectly contasting relation to the corresponding surface "of,..-1the casing wall 24: so as to constitute therewith the same efficient port-sealing agent asin the form first described. The port passages in this valve member are cut therein in the form of pockets, two of such pockets being semi-circular as illustrated (in part by dotted lines) at 29 in Fig. 5. These ports simultaneously connect the fixed ports 26"with the wide intake port 30 formed in the casing wall below the plane of the former ports. The two other ports in the part 28 are formed therein between the intake ports 29, as shown at 31, and open upwardly through the top of the valve member where they are in communicationwith the exhaust ,manifold 32. When these ports with the fixed ports 26, faced against the blank hence closing the intake and comunication is established through the come in register the ports 29 are upper ports witli the exhaust manifold.

The latter is secured to the top of the valve casing as in the preceding form, and the insupposed to be connected takemanifold is the side of the casing, al-

to the port30 at though this arrangement can obviously be the valve member -It will be evident that reversed if desired.

' 2728 is perfectly balanced so far as engine pressures are concerned and that the heat received by its 6 and 7 represent a single valve a service which can be.

' drive on port sealing ample path for escape to the oil-filmed seat through the relatively thick metal remaining betwen its portsthrough its thick base. This valve is shown driven by a floating the same principle as already explained, the seating spring 20 however be ing inside the part 18 representing the given and will be understood to involve the" imperfeetly-contacting sealing surfaces and the lubricated journal surfaces disposed respectively at opposite ends of the valve structure. The upper. part of the valve chamber through which the valve is introduced, is closed by a screw plug and the port passage 33 through thevalve member is formed obliquely therein, with its upper end disposed in register with a lateral extension 34 of the combustion space which surrounds the valve *Inember, so that the said port is constantly in communication with the interior pressure The lower end of the and dry running portion finds port is adapted to register alternately with I the inlet and exhaust casing ports 35 and 36, connecting first the one and then the other of them with the combustion space, according to a desired cycle, as will be evident from the drawings without further explanation. In this form'the engine pressurealthough having access to all sides of the rotary member, does not evenly balance thereon, but byvirtue of the size and efficient lubrication of its journal, such lateral pressure as is present entails no appreciable disalinement as the result of long continued wear. It will be noted also that the only lateral pressure against this valve member, is ex; erted on it at the level of the manifold ports and .closeto the firmly seated oilfilmed surfaces, and also that the metallic cross-section of the valve-base constitutes a liberal path for the flow of heat through said surfaces to the surrounding cooling medium. The valve-member is also roughened or threaded in this form as indicated in Fig. 1.

the principle of the invention and in which the valve member is subjected to the full unbalanced pressure of the combustion gases exerted laterally thereon. In this case the tendency to unsymmetrical wear, such as might impair the port-sealing effect, 1s minimized by making the journal and seat portions of such relatively large proportions with respect to said pressure as to make any ultimate displacement unappreciable and therefore negligible. It will b'e apparcut that theseating parts can be made as large as necessary for this purpose but they need be no larger than will suflice to keep lateral wear within the negligible limit duringthe normal life of the piston and cylinderand other engine arts, since the valve 'will have completely ulfilledits functions whenithe engine asa whole is worn out. In.

this formthe taper of the seating portions.

is straight or conical, and while this form is not so well adapted t0= maintain the continuous oilifilm, as already explained, it is herei theless' capable of providing a requisite rate of heat dissipation by reason of its large size and. the extended area of externally? cooled surface. It will beunderstood, therefore,.that while the pressure balance andthe curved taper are' preferred factors in obtaining true'wear, the valve may be made sub-' stantially tr'ue wearing. and hence of con stant efiiciency, at least for'the life of .the

engine, without them, and of course approximations to constant efficiency are within this invention if obtained by substantially the meanshereinabove described.

It will also be noted that whereas each of i the forms of valve. above described is sub ject to the engine pressures on its side portions, they may; nevertheless receive such pressure in thereverse direction as would be the case,-for instance, if the passage 3'7 in Fig. 12, wereconnected to the combustion chamber and the passage 38 to the manifold.

In such case the seating surfaces would be called upon to withstand the full engine pressure and should be constructed with that requirement in view. It is preferable in this case to utilize the tractrix curveabove re ferred to as the means of preserving the oil film contact under such conditions, as illus trated for example in Fig. 13, wherein the i pressure of the combustion gases is normally n communication,- through passage 40, with the interior of the valve member, and the manifold 39 is at the side of the valve casing. In this arrangement and because the outlet port is in the side wall of the casing, the valve member 41-hasa slight tendency toward unsymmetrical pressure uponits seat, and this tendency can be oifi set and balanced, if desired, in an effective manner by forming the top of the valve member with an extensiog or lip. on its ported side, having a projected area equivalent to that of the port, wherebythe pressure eifort thereon is exerted in a direction substantially counter to the tendency towarddisalinement and in the same value, the resu-ltbeing a practically symmetrical, or axial pressure exerted upon the seat and conse uent uniform wear.

In t e forms above described some variation appears in the shape of the tractrix curve, but it will of course be appreciated that the appearance of the curvature depends upon the length taken for the tangent and that in-any' case the degree of curvature is greater at the points of l-arger'radius than at the smaller. Inall said forms the principle of the invention is present in the division of the sealing and seating functions,

the absence of need oflubrication for the former and the rapid heat-transferring and symmetrical wearing characteristics of the latter, which combine to{ produce a valve structure ca able of indefinite service at -maximum e ciency and particularly suitable forcontrolling the hi temperatures in Dieselengines and in large sizes of such engines, and equally serviceable in high and low speed engines. It will be apparent without explanation that the particular design of such valve-structures is subject to wide variation 'as to locatlon on the engine, the'number and size or arrangef ment of the ports or cylinders controlled,

the method of cooling'the seating surface and of oiling them and also the rotary drive gearing. These matters will naturally. be determined by the maker according to the conditions of use and the results desired,

Iclaim:---'

pressures and 1. An internal combustion engine valve I comprising a rotary valve-member composed of functionally independent but structurally integral parts or portions, one a ported. part and the other a journal part, in combination with a-valve casing for said member coinposed of a portedpart having its wall surface parallel with, and in imperfectly contacting-rela-tion to the corresponding ported surfaceof said rotary member whereby said gpposing' surfaces may function ast-he sea-L -1ng means of the valve without lubrication,

and a part constituting a lubricated "seat supporting said valve-member journal main: taining the said imperfectly contacting surfaces in concentric alinement with each other notwithstanding wear, and'a water jacket' surrounding said casing journal seat "ca-pable of rapidly aliistracting heati'from' the journal therein and operating to maintain a moderate temperature throughout the whole ofsaid rotary valve member.

i An internal combustionrngine valve comprising a rotary valve-member composed of functionally independent but structurally I integral parts, one a ported part and the other atapered journal part; in combination 'with a valve casing for said member composed of a ported part having its wall surface concentric with, and in imperfectly contacting relation to the corresponding portedl surface of said valve member whereby said opposing surfaces may function. as: the sealing means of the valve without lubrication,

and a part constituting a lubricated tapered. seat for said tapered valve-member journal, and having an extended area heat-transferring contact therewith whereby a moderate temperature is maintained in said valve member b transfer of heat therefrom through sald seat.

3. A rotary valve for internal combustion engines comprising a rotary valve-member havin a tapered journal part-and a casing there or providing the seat for such journal part, the co-acting ported surfaces of said member and casing being disposed in dryrunning and substantially pressureless contact, and the seating surfaces thereof being in oil film contact, a heat-dissipating means immediately around. said lubricated seat.

4. A rotary valve for internal combustion engines comprising a rotary valve-member and a casing therefor, the ported wall surfaces'o-f said member and easing being dryrunning'parts operating as the means for sealin the valve. and disposed at one end of the va ve structure, and the seating portions of said valve-member and easing being disposed at the other end of the valve structure and constitutedby lubricated axially tapered seating surfaces on said member and casing respectively, subject only to inappreciable lateral "displacement from wggr' andiaifording an a l path for escape heat from the dry-running rted part of said valve member, through, t e seat surface of the casing, and a heat-dissipating medium surrounding the seat of the casing.

5. In an internal combustion engine, a rotary valve comprising a casingand a rotary valve member provided with opposing dryrunnin port sealing surfaces and axially tapere lubricated seating surfaces providing a heat escape-path capable of keeping the ported part of the valve member at a low temperature, and the. said valve member having increasing cross-sectional solid metallic area from the end of its ported parts to its seated part, and means outside the casino for absorbing the transmitted heat.

6. l n an'internal combustionengine, a rotary valve comprising a casing connected With the engine cylinder, a rotary valve member seated endwise in said casing and subjected to the engine pressure in balanced relation said casing and member being provided with opposing imperfectly contacting, ported surfaces adapted to seal the valve without lubrication and with axially tapered seating surfaces in lubricated and heattransferring contact with eachother, and a heat-abstracting medium adjacent said seatingsurfaces, said seating surfaces and medium providing an escape path for heat received by said valve member adequate to I I V maintain a safe temperature and low tem-,

, taper-curved portions having greater curvaed for sealing the valve withoutlubrication and with lubricated seating. surfaces, the latter being axially taper-curved substantially according to the curvature of the equi-tangential tractrix and thereby adapted to maintain heat-transferring contact between said valve and seat.

8. In an internal combustion engine, .a rotary valve comprising a casing and a solid 7 metal, rotary, valve member, the proximate faces of said member and casing being 0 lindrical in the ported region of the valve and axially taper-curved in the regionof the valve constituting the seat of the member upon the casing, the saidcylindrical surfaces being in dry imperfect contact and provided with ports adapted to register by the rotation of said member, and the said ture at the larger diameter than at the smaller diameter and providing large crosssectional area for escape of heat fromsaid cylindrical part.

9. A rotary valve for internal combustion engines comprising a metallic rotary valve member and a casing therefor, said member and casing being provided with opposing imperfectly contacting ported surfaces adapted to seal the valve without lubrication, one of which is superficially roughened and adapted to collect a carbon deposit, and ajournal and journal seat'o'n said member and casing respectively adapted to preserve a predetermined relation of said ported surfaces notwithstandingwear. v

10. A rotary valve for internal combustion engines comp-rising a rotary valve-member and'casing,the proximate ported faces thereof being in substantially pressureless port-sealing relation to each other, an axially tapered journal on the valve-member, a correspondingly tapered journal seat on the casing and, a floating ,drive for said and relatively massive journal part, in com bination with a valve casing having a ported part and a tapered and lubricated seat adapted to support and aline the journal part and providing therewith a heat transfer path to the exterior of said seat, the ported surfaces of said valve and casing being in imperfectly contacting relation and operating as port-sealing means Without lubrication.

. 12. A rotary valve for internal combustion engines comprising a rotary valve memher and a valve casing therefor provided with opposing imperfectly contacting and dry-running ported surfaces and with tapered seating surfacesin lubricated and heat-transferring contact with each other,

the ports of said casing being diametrically disposed with reference to said member'and a' flexible means for rotating said member. 13. A rotary valve for internal combus tion engines comprising a metallic rotary valve member and a caslng therefor, said member and easing being provided with opthereon from the engine gases; and a jour posing imperfectly contacting ported surfaces having faces of hard carbon deposited naliand journal seat on said member and casing respectively-adapted to preserve said imperfectly contacting relation of said opposing ported and port sealing walls and ported surfaces notwithstanding wear, and

forming an escape for heat from said "surfaces.

14. A rotary valve for internal combos tlon engmesycomprlsmg a casing and'rotary valve member' provided respectively With with lubricated seating surfaces separate from. said Walls and axially taper-curved substantially according'to the curvature of the'equi tangential tractrix,'and means for supplying oilco said seating surfaces 15. rotary valve for combustion engines comprising a casing and a single rotary valve member therein, said casing and member being provided with an inlet passage for admitting air to the cylinder and an ex haust' passage for the escape ofcombustion products therefrom both. controlled by said single rotary valve memberwhich has a part by which it is journaled and another part by which it cooperates with said casing to close said inlet and exhaustpassages, said.

passage. closing part and said valve easing being respectively provided with concentric, parallel, ported surfaces closely opposed in imperfect or pressureless contact with each other and thereby co-acting to seal said passages without the presence of a liquid film. between them, and self-centering and end-.

Wise-seating journal means for the journal part of said member adapted to support the passage closlng part in the aforesaid relationship and serving to permit Wear displacement of the valve member only in an axial direction.

In testimony Whereof5 I have signed this specification.

JOHN Goon, 

